Railway-switch



b (Nom a v1,

e J. MURPHY.

RAILWA? SWITCH.

Patented Mar. 27,1883.

lN0. 274,643. v-

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PATENT Ustica.

JOSEPH MURPHY, OF SAN JOSE, CALlFOR-NIA.

RAiLwAY-SWITCH.

SPECIFICATION forming part of Letters Patent No. 274,643, dated March a7, lese,

Application filed February 18, 18852. (No model.)

To all whom 'it may concern:

`Be it known that I, JOSEPH MURPHY, of the cit-y of San Jos, county of Santa Clara, and State of California, have invented a new and useful Improvement in Railway-Switches; and I do hereby declare -that the following is a full, clear, and exact description of my said invention, reference being had to the accompanying drawings,

My invention has reference to a meansbr device forapplication and use in the construction of railway-tracks to keep a movable section-such as a switch-rail-at all times in proper workin g relation and coutiguity to the fixed or stationary sections or lengths of rail composing a track, so that lthe expansion and contraction ofthe sections in the line of track shall not affect or act upon the movable rails to spring them out of line or move them longitudinally out of position.

By means of my improvement, as will be more fully described, I prevent the ends of the movable rails in a switch from being pressed against or drawn away from the adjoining ends of the fixed rails in the line of track bythe extension and contraction of the sections, produced by changes of temperature, to which the -track is exposed when laid.

Referring to the accompanying drawings, Figure l is a perspective View of the device. Fig. 2 is a vertical longitudinal section.

ln each of these views, A A represent the two springing or movable rails that may form a switch-section in the main line 'of track, while B B C C show the adjoining sections of the stationary or permanent rails in the main` line.

D vD are the rails of the branch line, and d d are the head-blocks, in which the ends of the fixed rails B B D D are held and kept from moving out of position. Upon these headblocks d the free ends of the switch-rails A A, when thrown by the lever and connecting mechanism, have a lateral movement in front of the ends oi' the 'lined rails B D; but the opposite ends of these rails A are permanently connected to the adjoining sections G C of the main rail or line of track. This isthe construction now generally followed in placing stub or jump switches in lines of track. It is, however, defective and unsafe, and renders the working condition of such switches uncertain and unreliable from the fact that each section or length of rail in the main line of track, being subject to considerable amount ot' longitudinal expansion and contraction from the exposure to extremes of temperature, causes a variation in the length of the line to take place as the weather changes, and the amounts of such expansion and contraction accumulate and are multiplied at the last section or length, where the rails A of the switch or movable section are connected. As the result of this the rails AIA are in warm weather often moved forward longitudinally until their free ends butt and press tightly against the ends' of the xed rails; or under the effects of cold weather their ends are drawn away from the fixed rails, so as to leave a gap or space between'the ends of the rails. In the one case the switch-rails are frequently held against the ends ot' the adjoining fixed rails with such longitudinal force or pressure that the switch cannot be thrown, and the movable rails not being spiked or held down to the ties, they are often sprung out of line either vertically or laterally, while in the other case the space produced between the ends of the switch and xed rails by the contraction of the main line is sometimes great enough to cause the wheels to miss the switch in passing from one rail to the other at the switching-point. y

To overcome and remedy these defects in the construction an operation of these movable sections in lines of railway-track is the object of my improvement. rlhis consists essentially of a stay rail or bar, E, bolted to theunlder side ofthe section or length of rail in the main track that adjoins the fixed end of the r movable section or switch-rail, and then carried under and parallel with this switch-rail along the bedand bolted at the other end to the section or length of rail that forms the last section of the main line, and adjoins the opposite free end of the switch-rail. long enough to extend somewhat beyond the switch-rail at each end, so as to be bolted or otherwise rmly secured or connected to the length of rail on the main line at both sides of the switch-rail, and it is laid beneath the ties and under the surface ot the bed, so as to be out of the way 4of the switch, and yet be practi- This stay rail or bar isl IOl cally an extension or continuation of the rails ofthe main line, and lying under the surface of the bed, so as to be out of the effect of. the

weather, and free from expansion or contraction very largely. The effect ot' such application of a stay-rail is to arrest the longitudinal movement of the main rails at each end ofthe switch-section, and cause the expansive and contractile forces to act or be distribu'ted on the rails of the main line away from the switch. The free ends of the switch-rails are then maintained at proper working distance from the ends of the adjoining fixed rails, andl are not moved longitudinally by the expansion and contraction taking place in the lengths of the track on either side ot' the switch. These rails or bars E are laid one to each line of rail in the main track, so that they form a continuationlof the xed rails around the movable section and practically isolate it from the main track.

For applying my improvement in an economical as well as a substantial manner I take old wornont rails, and placing them upside down, or with the ilange uppermost, I make a double bend at each end-rst upward at right angle and then horizontally-to give a length or portion, E,.at each end, to tit and be bolted against the under side ot' the rail B O ot the track, as clearly shown in Fig. 2. At the crosstimber F,on which the switch-stand is secured, I carry the end portion of the stay-rail directly beneath and against its under side, and then upward to the iiXed rail. The vertical bend on the end of the stay-rail will then be made about equal to the vthickness of this timber. This brings the main portion of the stay-rail below the ties on which the switch-section swings and takes the rail below the surface of the roadway, so that it can be covered up and protected from the weather, if so desired. It also forms a solid bearing and anchorage at the point of attachment of the rails with the stayrail.

I am aware that the movable switch-rail length of track has been spanned by stationary rails which connect the two stationary lengths of track. The rails hitherto in use for this purpose have been straight, and are sewhat I claim, and desire to secure by Letters Patent, is-

`1. In a switch, the combination ot' the movable switch-rail and the adjoining stationary rails of the stay-rail E, having the bend, as described, near each end, and havin gstraight portions E', for fastening to the stationary rails, whereby the railv may be secured at an offset Without the addition ot`oifset connecting means, ashere'in set forth.

2. In a switch, the combination, with the movable switch-rail and the adjoining stationary rails, of the stay-rail E, secured tothe stationary rails at either end, and bent down and eX- tended under the ties, thus connect-ing the two stationary rails, as set `forth.

3. In a railroad-switch, the combination of thc stub-switch appliances and the adjoining stationary rails of 4the stay-rail E, connected with the stationary rails and connecting them,

the said stay-rail E being run beneath the surface of the road-bed, so as to be free from the action of heat and cold, as herein set forth.

Witness my hand and seal.v

JOSEPH MURPHY. [n s] Witnesses:

EDWARD E. OsBoRN, D. SELLECK. 

